DE10336999A1 - Strategy for controlling a clutch to connect a machine to a drive train of a hybrid electric vehicle - Google Patents

Abstract

The invention relates to a control system for a clutch for connecting a machine to a drive train of a hybrid electric vehicle (HEV). The system includes a controller that is programmed to determine a filtered speed error of the machine and a starter / motor and to determine a machine running instruction. Monitoring devices that are operatively connected to the machine and the starter / motor are connected to output to the controller data representing the engine speed and the speed of the starter / motor. The controller is programmed to generate a clutch position instruction depending on the data for a servo actuator connected to the clutch. DOLLAR A The invention further provides methods of controlling such a clutch, comprising the steps of determining an engine running instruction, determining a filtered engine speed error and a starter / motor, and generating a clutch position instruction.

Description

Territory of invention

The invention relates generally a hybrid electric vehicle (HEV), and in especially a strategy of engaging and disengaging to control a clutch that is used to connect a machine a drive train of an HEV is used.

background the invention

The need to reduce fossil fuel consumption and emissions from automobiles and other vehicles predominantly powered by internal combustion engines (ICE) is well known. Attempts are being made to implement these needs by means of vehicles powered by electric motors. Another alternative solution is to combine a smaller ICE with electric motors in one vehicle. Such vehicles combine the advantages of an ICE vehicle and an electric vehicle and are typically referred to as hybrid electric vehicles (HEV), see for example the American patent granted to Severinsky US 5,343,970 ,

The HEV comes in a number of configurations described. Many HEV patents disclose systems in which one Operator is required to switch between electrical operations and select a combustion plant. In other configurations the electric motor drives a set of wheels and the ICE drives a different sentence.

Other more advantageous arrangements was developed. For example, a hybrid in-line electric vehicle includes (SHEV: series hybrid electro vehivle) a machine (typically an ICE) with an electric motor called a generator connected is. The generator itself delivers electricity to one Battery and to another motor, called the traction motor. With a SHEV, the traction motor is the sole source of wheel torque. There is no mechanical connection between the machine and the drive wheels. A hybrid parallel electric vehicle (PHEV: parallel hybrid electrical vehicle) has one machine (most typically an ICE) and one Electric motor that work together to a varying degree around that provide the necessary wheel torque to drive the vehicle. Furthermore, in the PHEV arrangement, the engine can be used as a generator are used to charge the battery with the power required by the ICE is produced.

A hybrid parallel / in-line electric vehicle (PSHEV: parallel / series hybrid electric vehicle) has properties both from the PHEV and from the SHEV arrangement sometimes referred to as a parallel / series split arrangement. In one of several types of PSHEV arrangements is the ICE mechanical coupled to two electric motors with a planetary gear set. A first electric motor, the generator, has an epicyclic gear connected. The ICE is connected to an intermediate wheel. A second Electric motor, the drive motor is over an additional Gearbox in a rear axle connected to a ring gear (output). The machine torque can use the generator to charge the battery drive. The generator can also deliver the necessary wheel torque (Output shaft) contribute when the system is a one-way clutch having. The traction motor is used to contribute to the wheel torque and to recover braking energy to charge the battery. In this arrangement the generator can selectively provide a counter torque that uses can be used to control the machine speed. In fact, they can Machine, the generator motor and the traction motor a continuous, variable transmission (CVT: continuous variable transmission). Also provides the HEV a possibility compared to conventional ones Vehicles to better control the engine idling speed using the generator to control the engine speed.

It is clear that the combination ICE with electric motors is desired. There is great potential for the Reduce vehicle fuel consumption and emissions without the noticeable loss of vehicle performance or dynamic capability. The HEV allows that Using smaller machines, regenerative braking, electrical Boost and even operate the vehicle with machine shutdown. Still have to new ways are developed to use the potential of the HEVs.

One such area of HEV development is to control the engaging and disengaging of the machine from the HEV drive train. Often this is done using a two-way clutch in parallel HEVs. A two-way clutch allows the machine to drive the engine and allows the machine and engine to drive the vehicle. Clutch control strategies for HEVs are known in the art. See generally the patent granted to Lawrie US 5,979,257 and to Reed, Jr. et al. granted patent US 5,943,918 , However, none is designed to control the engagement and disengagement of a two-way clutch to connect a machine to a parallel HEV.

Accordingly, the object of the invention is to provide a strategy around the In engaging and disengaging a clutch that is used to connect a machine to a drive train of a hybrid electric vehicle (HEV).

In short, the invention represents a system for a clutch control in a HEV ready. The system which a clutch for connecting a machine to the drive train the HEV controls includes a controller that is programmed to a filtered speed error of the machine and a starter / motor to determine and to determine a machine running instruction. Monitoring equipment that are functionally connected to the machine and the starter / motor, are connected to output data to the controller, which the Display the machine speed and the speed of the starter / motor. The controller is programmed to provide a clutch position instruction depending on the data for one Servo actuator too generate that is connected to the clutch.

The invention also provides methods ready to control such a clutch comprising the steps determining a machine running instruction, determining one filtered speed error of the machine and a starter / alternator (or starters / motors) and generating a clutch position instruction. The step of determining a machine running instruction can be the Steps include determining whether the clutch is engaged is determining whether the machine is at least one predetermined Idle speed rotates, and submitting a fuel request to the machine when the clutch is engaged and the engine is at least at the predetermined idle speed rotates. The step of determining a filtered speed error may include the steps of determining a speed error, determining a scaled speed error; and typing of the scaled speed error in a digital low-pass filter.

Other features and advantages of present invention are for Those skilled in the art will understand from the following description clearly with the accompanying drawings.

Short description of the drawings

The above advantages and features as well as other advantages and features are described with reference to the below description and figures clearly, in which similar Elements similar to reference numerals represent and in which:

1 a general hybrid parallel electric powertrain assembly,

2 clutch control operating logic of the invention,

3 a 20 second simulation of the invention,

4 an extended view of the 3 to 5 second interval of the simulation of 3 .

5 an extended view of the 16 to 18 second interval of the simulation of 3 , and

6 shows a control strategy using the invention.

Full Description of the preferred embodiment

The present invention relates to hybrid electric vehicles (HEVs) and in particular a strategy for Controlling clutch engagement and disengagement, which is used to drive a machine with a To connect HEV's. The preferred embodiment The invention uses a control and engagement control Disengaging a dry two-way clutch used around a machine with a drive train in a hybrid parallel electric vehicle (PHEV) connect to.

1 illustrates a possible PHEV drivetrain to illustrate the invention and is generally referred to in para. 18 designated. This drivetrain 18 assigns a machine 20 (like a conventional, 2.0 l spark-ignition internal combustion engine) and a starter / engine combination 24 to provide drive torque for the vehicle. The starter / engine 24 is designed and designed not only to provide drive torque but also around the machine 20 to start up. A 60 HP starter / motor can be used for the invention 24 be used. The vehicle powertrain also has a disconnect clutch ("clutch") 22 on which between the machine 20 and the starter / engine 24 is arranged. The coupling 22 can be a known two-way dry disconnect clutch. The coupling 22 can to the machine 20 connected to the engine flywheel and can be connected to the starter / engine 24 on its rotor shaft 50 be connected. One together with the clutch 22 housed servo actuator 26 can the clutch 22 trigger in a closed and an open position. The servo actuator 26 can electronically engage and disengage the clutch 22 control by applying or releasing pressure on the friction components. These mechanisms are well known in the art.

The coupling 22 in a closed position it allows the machine 20 with the powertrain 18 connected is. This closed position serves three HEV powertrain functions. First, it allows the machine 20 , the starter / engine 24 to turn around a high performance energy storage device like a battery 28 (the battery 28 is electrical with the starter / motor 24 connected) to load and unload. Second, it allows the starter / engine 24 , the machine 20 to rotate while starting the machine. And third, it allows both the machine 20 and as well as the starter / engine 24 , the drive train 18 to drive simultaneously. The machine is in an open position 20 from the vehicle powertrain 18 Cut. The coupling 22 would be open if the machine 20 not running.

As in 1 shown, the drive train further comprises: a drive clutch 30 that with the starter / motor 24 connected is; an electronically controlled converterless transmission (ECLT) 32 that with the forward clutch 30 connected is; a differential and half-wave combination ("differential") 34 that with the ECLT 32 connected is; and at least one drive wheel 36 that with the differential 34 connected is. Each of the vehicle wheels can be equipped with a mechanical braking system 42 that can be triggered by an operator using a brake release means such as a brake pedal known in the art 44 , This drive train is shown for illustrative purposes only. Several other powertrain arrangements are possible using the present invention.

Each component of the powertrain shown 18 can have a sensor and an associated control. A vehicle system controller (VSC) 38 can receive a sensor input and control the components according to this HEV arrangement by connecting to the controller of each component. Alternatively, the controls can be physically composed in any combination or stand as separate units. In the 1 VSC shown 38 can with the servo actuator 26 and other components through a communication network such as a control area network (CAN: controller area network) 40 communicate. Sensor inputs can be included for the speed of the starter / motor 24 , the speed of the machine 20 , the position of the clutch 22 , and the position of the brake and accelerator pedal means operated by the driver. The accelerator pedal means sensor may be an accelerator position sensor 46 his.

The present invention relates to a strategy for controlling the servo actuator 26 around the clutch 22 to open and close. The clutch control shown is located within the VSC 38 , In this representation, the controller can generate a position instruction (Clutch_Position_Cmd) on the servo actuator as an 8-bit integer, which is a scaled, fixed-point representation of the interval 0.0 to 1.0, divided into 256 equal levels of the value of 1/256. The servo actuator can interpret the Clutch_Position_Cmd according to Table 1 below.

Tabelle 1

Table 1

For example, the VSC 38 only the starter / motor 24 instruct to drive to drive train 18 provide. This instruction or command can turn off the machine 20 and disconnecting the clutch 22 include. The coupling 22 can be completely disengaged by creating a Clutch_Position_Cmd> 0.85. Any position value between - 0.5 and - 1.0 triggers the servo actuator 26 around the clutch 22 to completely disengage. If the VSC 38 instructs the machine 20 with the powertrain 18 To connect, the controller of the present invention similarly generates a Clutch_Position_Cmd <0.15. Any position value between 0 and 0.15 will cause the servo actuator 26 is triggered around the clutch 22 to fully engage.

During the transition of the clutch 22 from an engaged state to a disengaged state (and from a disengaged state to an engaged state) is a portion of the engagement (s) decreasing (and increasing) 22 , This "slipping condition" of the clutch 22 exhibits a non-linear relationship between the value of Clutch_Position_Cmd and the amount of engagement of the clutch 22 on. For example, more slippage is commanded when the 8-bit position value approaches 0.85 (ie less torque from the clutch 22 is transmitted). Similarly, less slippage can be instructed when the position value approaches 0.15 (ie more torque through the clutch 22 is transmitted) and the more the clutch is fully engaged.

The control of the clutch 22 of the present invention controls clutch slip 22 during engagement and disengagement to provide a smooth transition that is suitable for the driver in terms of noise, vibration and hardness conditions (NVH: noise, vibration and harshness) and performance is transparent. This smooth transition is important because a hybrid electric vehicle (HEV) is often between the different HEV modes like just a machine 20 , starter / motor only 24 , Machine 20 with boost of the starter / motor 24 , Charging and regenerative braking.

The invention is a disconnect clutch control (disconnect_clutch_control) and can include a "top level" structure with three main strategies: (1) Determ_Engine_Run_Cmd, (2) Determ_Filtered_Speed_Error, and (3) Generate_Clutch_Pos_Cmd.

(1) Determ_Engine_Run_Grads

One of the two outputs of Disconnect_Clutch_Control can be a machine running instruction (Engine_Run_Cmd), whereby the supply of fuel to the machine is started (= 1) or stopped (= 0). The other issue is a Clutch_Position_Cmd. The Engine_Run_Cmd is a modified version of a VCS signal Fuel_Engine_Request and can be raised whenever the machine 20 must be switched on to drive or charge the battery 28 provide. Once the VSC 38 determines that the machine 20 must be started, it usually sets Fuel_Engine_Request to high (= 1) in order to start supplying fuel to the machine. However, if the clutch 22 has not yet engaged and the machine 20 the fuel supply has to be prevented. Therefore, the Determ_Engine_Run_Cmd instruction delays the fuel supply to the machine 20 until the starter / engine 24 in connection with the clutch engagement the machine 20 is brought to or above its "idle speed", which in this embodiment can be 750 rpm. Only then is the instruction Fuel_Engine_Cmd set to high and the fuel supply to the machine 20 starts (see steps 82, 86, 90 and 92).

An execution pattern code representation of the above description and content of 3 , Determ_Engine_Run_Cmd is: FALLS ((Clutch_Pos_Actual <0.85) AND (Eng_Spd_GT_750 = 1) AND (Fuel_Engine_Request = 1)), THEN (Engine_Run_Cmd = 1) OTHER (Engine_Run_Cmd = 0) END.

In which:
Clutch_Pos_Actual <0.85: the clutch slips.
Eng_Spd_GT_750 = 1: machine speed is greater than 750 rpm.
Fuel_Engine_Request = l: The VSC has decided that the ICE has to run.
Engine_Run_Cmd = 1: Start of fuel supply to the ICE.
Engine_Run_Cmd = 0: No fuel supply to the ICE.

(2) Determ_Filtered_Speed_Error

This procedure determines the speed error Speed_Error (rpm) between the speed of the starter / motor 24 and the speed of the machine 20 as a measure of the clutch slipping 22 (see step 72 below). The speed error is multiplied by a very small scaling factor to scale it into a range of approximately ± 1 for use in the rest of the strategy. This scaled speed error Scaled_Speed_Error (see below in step 70) can be the input for a digital low pass filter Digital_Lowpass_Filter. This filter, which can be a standardized digital filter known in the art, can be determined by the following difference equation (see step 72): Filtered_Speed_Error (k) = TIME_CONSTANT * Scaled_Speed_Error (k) + (1-TIME_CONSTANT) * Filtered_Speed_Error (k - 1)

The value "k" refers to the current determination time step and "k - 1" to the determination of the previous time step. TIME_CONSTANT is a number between 0.0 and 1.0. The closer it is to 0.0, the more filtered or the output will be smoothed Filtered_Speed_Error (k); conversely, the closer it is to 1.0, the less it will be filtered, the more filtering the slower the clutch is allowed to engage, hence the choice of TIME_CONSTANT the key to appropriately setting the strategy In one embodiment, the constant TIME_CONSTANT = 0.03, here very hard filtering is done to engage the clutch 22 flatten, which ensures a seamless, imperceptible transition from one HEV drive mode to the next mode.

(3) Generate_Clutch_Position_Cmd

The primary output of Disconnect_Clutch_Control of the present invention is Clutch_Pos_Cmd (see steps 78, 92 and 99 below). This instruction can be done via the CAN 40 to the clutch servo actuator 26 are sent around the position of the clutch plates 22 ent set according to the instruction. The servo actuator 26 has a sensor around the actual position Clutch_Position_Actual of the clutch 22 to determine and send this back to the VSC 38 to the Disconnect_Clutch_Control method, where it is used to determine Determ_Engine_Run_Cmd as described above. Generate_Clutch_Position_Cmd includes Switching_Logic_Subsystem to determine Eng_Spd_GT_750 (engine speed> 750 rpm) and sends it to De term_Engine_Run_Cmd, and Engine_Off_and_Brk. Braking_Logic, which is determined in another procedure (see step 62 below) of the VSC 38, is high (= 1) if the braking device is like a brake pedal 44 is operated or when the accelerator position sensor 46 detects that the throttle control is NOT activated, for example during braking or when driving downhill. Braking_Logic is low (= 0) when the accelerator pedal is pressed. The Switching_Logic_Subsystem AND logically links Braking_Logic with Eng_Spd_GT_750 to generate Engine_Off_and_Brk. For example, if the mechanical brake is applied (or neither the brake pedal nor the accelerator pedal are applied) and the engine speed 20 greater than 750 rpm. is, this signal is high (= 1), whereby the instruction Clutch_Position_Cmd = 1 is set around the clutch 22 to fully engage. When the accelerator is operated, ie the driver's foot is on the accelerator pedal, Engine_Off_and_Brk = 0 and the switch will go through the low signal, the determination of which is described next.

There are various ways of engaging and disengaging the clutch 22 to determine. If simply the Crank_Engine_Cmd = 1 or if the request Fuel_Engine_Request = 1 (in other words, if the VSC 38 decided the machine 20 to start or if it is already started and ready to supply fuel, Filtered_Speed_Error runs through the switch and is subtracted from 1 (the output from Crank_Engine_Cmd or Fuel_Engine_Request). This operation is the reason why it is necessary to scale Speed_Error to Scaled_Speed_Error in Determ_Filtered_Speed_Error. The scaling factor is chosen so that when the clutch 22 is to be engaged, Filtered_Speed_Error has a value close to 0.5.

2 For example, an embodiment of the invention of Generate_Clutch_Position_Cmd logic can be illustrated. 2 shows various variables as a function of time (5 seconds) comprehensively: Crank_Engine_Cmd 100 , Clutch step input 102 , Filtered_Speed_Error 104 , Scaled_Speed_Error 106 , Clutch_Position_Cmd 108 , and Clutch_Pos_Actual 110 , In the example of 2 is the value Filtered_Speed_Error 102 roughly 0.4 when Crank_Engine_Cmd goes high. Clutch_Step_Input 102 = 1 - Filtered-Speed Error 104 is then around 0.6, resulting in a Clutch_Position_Cmd 108 = approximately 40 after passing through the linear interpolation table Clutch_Pos_Map (Table 2 and step 99 below).

Tabelle 2: Clutch_Pos_Map

Table 2: Clutch_Pos_Map

This value Clutch_Position_Cmd becomes the servo actuator 26 of the clutch, which is the clutch plates 22 compressed to reach this instructed position. The bottom curve of 2 shows Clutch_Pos_Actual from the sensor output of the clutch position sensor. The mechanical dynamics of the clutch mechanism generate the filter effect between the control signal Clutch_Position_Cmd and the physically measured Clutch_Pos_Actual.

The effect of the low-pass filter Digital_Lowpass_Filter described above is from 2 can be seen from Filtered_Speed_Error 104 and Scaled_Speed_Error 106 , If the TIME_CONSTANT value described above was not sufficiently small to provide sufficient smoothing, Filtered_Speed_Error is used 104 tend to be larger than Scaled_Speed_Error 106 (which was filtered at Filtered_Speed_Error 104 to obtain), which leads to very oscillatory engagement and disengagement processes and therefore to undesirable behavior.

3 shows a 20-second simulation of an embodiment of the invention comprising: Clutch_Pos_Actual 120 , Eng / Motor_Speed_rpm 122 , Eng_Cranking 124 , Engine_Run_Cmd 126 and Eng_Off & Braking 128 , 3 shows that the clutch 22 begins to engage when the engine is started. 3 also shows a 3 to 5 second clutch engagement time interval 22 , The coupling 22 goes through a short slip interval until the speed of the machine 20 equal to the speed of the starter / motor 24 is. The coupling 22 is then fully engaged while the vehicle operator is accelerating until just after 12 seconds. Just after 12 seconds, the vehicle operator releases the accelerator pedal and either begins braking or driving downhill, in which neither the brake nor the gas is depressed. The coupling 22 remains engaged during this departure interval and is disengaged just before the 18 second mark when the machine 20 below 750 rpm. fell. 4 increases the engagement phase of 3 (3 to 5 seconds) and 5 extends the disengagement phase of 3 (16 to 18 seconds).

The possible control strategy for controlling the present invention is in 6 shown. This can be accommodated within the VSC 38. Many other control strategies are possible using the present invention. This strategy can start and end with every driving cycle (ie between "key on" and "key off"). In 6 the illustrated embodiment starts at step 60 and determines whether the vehicle control outputs have been initialized (Out puts_Initialized). Here, the outputs have to be initialized to a known value the first time by the algorithm after starting to ensure that the outputs are not set to undesired states by the switch-on sequence of the controller. If so, the method continues with step 62. If no, the process goes to step 64 and issues the command "Initialize_Outputs" comprising: Clutch_Position_Cmd = out of engagement and Fuel_Engine_Cmd = false. The process next goes to step 66 and instructs Outputs_Initialized = true and continues with step 62 After the initial pass of the algorithm, the algorithm determines the subsequent output values: As described above, the instruction Clutch_Position_Cmd for this step can be an 8-bit integer> 0.85.

At step 62, the method is instructed to use various vehicle inputs as other VSC 38 Read instructions and enter various vehicle sensor outputs. In the in 6 The following examples are shown: Crank_Engine_Cmd, Engine_Speed, Motor_Speed, Braking_Logic, Clutch_Position_Actual, and Fuel_Engine_Request.

These examples represent various inputs that are necessary in order to smoothly convert a coupling between engagement states and disengagement states. Crank_Engine_Cmd advises the process that the machine has been instructed by VSC 38 to start. Engine_Speed can be obtained from a machine speed sensor known in the art 20 be generated. Similarly, Motor_Speed can be from a starter / motor speed sensor known in the art 24 be generated. The difference between Engine_Speed and Motor_Speed can be used to determine the actual clutch slip 22 to be determined (see below). If a mechanical brake like a brake pedal 44 is depressed and a vehicle accelerator such as an accelerator pedal is NOT depressed, Bra king_Logic = true. Otherwise Braking_Logic = wrong. The position of the accelerator pedal is determined by the accelerator position sensor 46 detected. The value Clutch_Position_Actual is the current position of the clutch 22 in terms of engagement and disengagement, which is sensed by a clutch position sensor. The Fuel_Engine_Request request is a VSC instruction that the controller of the invention can use to indicate whether the machine 20 running.

Once the inputs in step 62 have been read, the method continues to step 68 and determines Speed_Error. Speed_Error is the difference between the speed of the starter / motor 24 and the speed of the machine 20 ,

Next, the strategy continues to step 70 to determine Scaled_Speed_Error. Multiply as described above Scaled_Speed_Error with the Speed_Error determined in step 68 Speed_Gain.

Next, the strategy proceeds to step 72 to determine Filtered_Speed_Error. The Filtered_Speed_Error error is as described above: (Time_Constant) Scaled_Speed_Error) (k) + (1 - Time_Constant) * Filtered_Speed_Error) (k - 1)

The strategy next proceeds to step 74 and determines whether the VSC 38 a fuel supply to the machine 20 has requested. If so, the strategy continues to step 80. If no, the strategy proceeds to step 76 and determines whether the VSC 38 Crank_Engine_Cmd has instructed. If so, the strategy continues to step 80. If no, the strategy proceeds to step 78 and instructs the clutch to disengage (ie, Clutch_Position_Cmd = disengaged), and then continues to step 80.

At step 80, the strategy determines whether Clutch_Position_Cmd is the clutch 22 instructs to slide. If not, the Fuel_Engine_Cmd is incorrectly instructed at step 82 and the strategy returns to the beginning. If so, the strategy continues to step 84 and determines whether the engine speed is greater than a predetermined start speed (as assumed above, a start speed may be less than 750 rpm). If no at step 84, the strategy assigns Fuel_Engine_Cmd = wrong and continues to step 94.

If yes at step 84, determined the strategy at step 88 whether the Braking_Logic = true value (as described above). If not, the strategy moves to step 90 continues and assigns Fuel_Engine_Cmd = true, and then drives proceed to step 94.

If yes at step 88, the strategy has the clutch 22 starts engaging (Clutch_Position_Cmd = engaged) and then stops fueling the machine 20 (Fuel_Engine_Cmd = wrong). The strategy then returns to the beginning.

At step 94, the strategy determines Clutch_Step_Input as a value (temp) of 1-Filtered_Speed_Error (from step 72) and drives proceed to step 95. At step 95, the strategy determines whether "Temp" from step 94 is <1. If so, drives the Strategy continues with step 96 and sets the error Filtered_Speed_Error in step 96 to 1 and drives proceed to step 99.

If no at step 95, the runs Strategy proceeds to step 97 and determines whether "Temp"> -1. If no, go continue the strategy at step 99. If so, the strategy moves to step 98 continues and sets Filtered_Speed_Error to -1 and then continues to step 99.

At step 99, the procedure performs a linear interpolation around a smooth transition to engaging the clutch 22 to realize.

The steps are summarized 96 and 98 used to limit temp to +1 or -1 if the calculation in 94 to a value of Temp> +1 or <-1 leads. If temp between –1 and 1, the algorithm goes from step 94 to step 95 to step 97 and step 99. instruction values can only have positive values between 0 and 1, whereby Clutch_Step_Input Values between –1 and accepts 1.

The embodiments described above the invention are only exemplary. Many other variations, modifications and applications of the invention carried out become.

Claims (15)

Method for controlling a clutch by one Engine of a machine with an electric drivetrain Hybrid vehicle (HEV: hybrid electric vehicle) to connect, comprehensive the steps: Determining a machine running instruction; Determine a filtered engine speed error and a starter / motor; and Generate a clutch position instruction. The method of claim 1, wherein the HEV is a parallel HEV is. The method of claim 1, wherein the step of Determining a machine running instruction includes the steps: Determine, whether the clutch is engaged; Determine if the Engine rotates at least a predetermined idle speed; Submit a fuel request to the machine when the clutch is engaged and the machine is at least the predetermined Idle speed rotates. The method of claim 3, wherein the predetermined Idling speed 750 rpm. is. The method of claim 1, wherein the step of Determining a filtered speed error includes the steps: Determine a speed error; Determining a scaled speed error; and Enter the scaled speed error into a digital one Low pass filter. 6. The method of claim 5, wherein determining a Speed error includes the steps: Sensing the starter / alternator speed and the engine speed; and Determine the difference in Starter / alternator speed and engine speed. The method of claim 5, wherein the step of Determining the scaled speed error includes the steps: Determine a speed scaling factor; and Multiply the speed scaling factor with the speed error. The method of claim 5, wherein the step of determining the filtered speed error comprises the steps of: multiplying the scaled speed error by a predetermined time constant (TC: time constant) and a current determination time step (K); Multiply (1 - TC) by the filtered speed error and (k - 1); and adding the step of multiplying the scaled speed error by TC and a current determination time step (K) and the step of multiplying (1 - TC) by the filtered speed error and (k - 1). The method of claim 8, wherein the predetermined Time constant is 0.03. The method of claim 1, wherein the step of Generating a clutch position instruction that includes the steps of: Sensing the current clutch position, whether a gas actuation device is actuated, and whether a mechanical braking device is actuated; Enter the current Clutch position in a vehicle system controller; Determine, whether the machine speed is higher as a predetermined idle speed; Issue an instruction for engaging the clutch when the braking device is actuated and the engine speed is greater than is a predetermined idle speed; and Issue an instruction to engage the clutch when both the braking device as well as the gas actuator actuated are and the engine speed is greater than the predetermined Idle speed. The method of claim 10, wherein the predetermined Idling speed 750 rpm. is. System for controlling a coupling for connection a machine to a drive train of a hybrid electric vehicle full: A controller that is programmed around a filtered To determine the speed error of the machine and a starter / motor and to determine a machine running instruction; Monitoring devices, which are functionally connected to the machine and the starter / motor are connected to output data to the controller which represent the speed of the machine and the starter / motor; and the Control is programmed around a clutch position instruction for a depending on the servo actuator connected to the clutch to generate from the data. The system of claim 12, wherein the controller further comprises Programs include, to determine the machine running instruction, to Determining whether the clutch is engaged; and to determine whether the engine is at least at a predetermined idle speed rotates. The system of claim 13, wherein the controller programs is about directing a fuel request to the machine deliver when the clutch is engaged and the machine rotates at least a predetermined idle speed. Hybrid electric vehicle (HEV: hybrid electric vehicle) comprising a system for controlling a clutch around a machine to connect to a drive train of the HEV, the system includes: a controller that is programmed around a filtered To determine the speed error of the machine and a starter / motor and to determine a machine running instruction; Monitoring devices, which are functionally connected to the machine and the starter / motor are connected to output data to the controller which represent the speed of the machine and the starter / motor; and the Control is programmed around a clutch position instruction for a depending on the servo actuator connected to the clutch the data and in response to the clutch position instruction to create.